JP6322647B2 - Vertical take-off and landing aircraft - Google Patents

Description

  The present invention relates to a vertical take-off and landing aircraft.

Cross-reference of related applications
This application is an international application that claims the benefit of US patent application Ser. No. 13 / 708,612, filed Dec. 7, 2012, which is incorporated herein by reference in its entirety.

  The field of aircraft industry encompasses many different forms of personal aircraft. The vast majority of readily available and affordable personalized aircraft are fixed wing designs that require the use of storage hangars or parking spaces and takeoff and landing runways. These requirements can increase the total operating cost of the aircraft and make it unavailable to the general public. In addition, most personalized machines rely on traditional controls and require training and expertise to operate them. The degree of difficulty and knowledge required to operate these aircraft is often several times that of, for example, driving a conventional automobile.

  In contrast, vertical take-off and landing (VTOL) aircraft can be operated without the use of runways. Since their beginning in the twentieth century, VTOL aircraft have been driven by internal combustion engines, turbofans, or turboshaft engines. Although these types of engines are reliable, they suffer from engine loss due to foreign objects (FOD), rely heavily on petroleum-based products as their fuel, are highly complex and extremely expensive. The dangerous and prohibitively expensive nature of turbofan and turboshaft engines used in current state-of-the-art VTOL aircraft has constrained their use in the private sector market.

  Many VTOL aircraft currently in use are in the form of tilt-rotor aircraft and are adopted by various troops around the world. Many of these aircraft generate balanced thrust from a rotor located on the main wing, thus making it difficult, if not impossible, to maneuver after the rotor is inactive. Furthermore, the overall complexity of current tilt rotor machines has limited their use to well-trained expert pilots. However, the many advantages of the tilt rotor platform, including the vertical lift capability combined with the speed and efficiency of conventional fixed wing aircraft, can revolutionize the transportation industry if it becomes available to the general public.

  The detailed description is described with reference to the accompanying figures. In the drawing, the leftmost digit of the reference number indicates the figure in which the reference number first appears. The same reference numbers in different drawings identify similar or identical items.

1 is a perspective view of an exemplary vertical take-off and landing (VTOL) aircraft. FIG. 1 is a perspective view of an exemplary vertical take-off and landing (VTOL) aircraft. FIG. FIG. 3 is a schematic diagram illustrating a flight transition of an exemplary VTOL aircraft from take-off mode to transition mode and forward flight mode. 1 is a side elevational view of an exemplary VTOL aircraft having an extended landing gear. FIG. 2 is a side elevation view of an exemplary VTOL aircraft in a vertical (hover) flight mode. FIG. FIG. 3 is a side elevational view of the exemplary VTOL aircraft shown in FIG. 2 showing air flow through the rotor unit during vertical flight. FIG. 4 is a side elevation view of an exemplary VTOL aircraft in forward flight mode, showing airflow through the rotor unit during forward flight. 3B is a top view of the exemplary VTOL machine shown in FIG. 3B. FIG. 1B is a top view of the exemplary VTOL machine shown in FIG. 1A. FIG. FIG. 3B is a top view of the example VTOL machine shown in FIG. 3B and showing various components that may be selectively included in the VTOL machine. FIG. 3B is a top view of the example VTOL machine shown in FIG. 3B and showing various components that may be selectively included in the VTOL machine. 1 is a perspective view of a VTOL unmanned aerial vehicle (UAV). FIG. FIG. 8 is a top view of the exemplary VTOL UAV shown in FIG. 7, showing various components and compartments including the location of the battery and storage compartment. FIG. 3B is a front elevation view of the exemplary VTOL aircraft shown in FIG. 3B, showing a front rotor unit and a rear rotor unit configured to generate thrust in the direction of the vertical axis that bisects the aircraft in the symmetric half. FIG. FIG. 3C is a front elevation view of the exemplary VTOL aircraft shown in FIG. 3B, with a forward rotor unit configured to generate thrust in a direction having an angle α from a vertical axis that bisects the aircraft in a symmetric half and a rear It is a figure which shows a rotor unit. FIG. 2 is a schematic diagram illustrating flight transition of an exemplary VTOL aircraft that uses a rotor unit as an aerodynamic brake. 1B is a partial top view of the exemplary VTOL machine shown in FIG. 1A, showing a front rotor unit configured to generate thrust directed in a direction between angles β from the longitudinal axis of the fuselage. FIG. 2 is an isometric view of an exemplary rotating assembly coupling a rotor to the fuselage of an exemplary VTOL machine. FIG. 2 is an isometric view of an exemplary rotating assembly coupling a rotor to the fuselage of an exemplary VTOL machine. FIG. 2 is an isometric view of an exemplary rotating assembly coupling a rotor to the fuselage of an exemplary VTOL machine. FIG. FIG. 11 shows the rotor according to FIGS. 9B and 10 and an exemplary device for causing lateral movement of the rotor. FIG. 11 shows the rotor according to FIGS. 9B and 10 and an exemplary device for causing lateral movement of the rotor. FIG. 11 shows the rotor according to FIGS. 9B and 10 and an exemplary device for causing lateral movement of the rotor. FIG. 3 is a partially cutaway perspective view of an exemplary rotor unit. It is a side elevation view of an exemplary rotor unit. It is a side elevation view of an exemplary rotor unit. FIG. 14 is a partially cut away isometric view of the exemplary rotor unit shown in FIG. 13 showing a side thrust orientation device. FIG. 14 is a partially cut away isometric view of the exemplary rotor unit shown in FIG. 13 showing a side thrust orientation device. 1 is a top view of an exemplary VTOL machine with a wing tip rotor. FIG. FIG. 5 is a top view of an exemplary VTOL machine with a shortened fuselage and rotor selected to balance the payload of the VTOL machine. 1 is a top view of an exemplary VTOL machine having a conventional wing configuration. FIG. FIG. 3 is a top view of an exemplary VTOL machine in which a front rotor unit is disposed between a rear rotor unit and a cockpit. 1 is a top view of an exemplary multi-occupant VTOL aircraft. FIG. FIG. 5 is a side elevation view of another exemplary multi-occupant VTOL aircraft. FIG. 5 is a side elevation view of another exemplary multi-occupant VTOL aircraft. FIG. 2 is a top view of an exemplary VTOL machine that an operator spans the torso. FIG. 2 is a top view of an exemplary VTOL machine that an operator spans the torso. 2 is a side elevation view of an exemplary VTOL machine. FIG. 2 is a side elevation view of an exemplary VTOL machine. FIG. FIG. 4 is a side elevational view of an exemplary VTOL machine showing a pivot arm connecting a rotor unit to the fuselage. FIG. 4 is a side elevational view of an exemplary VTOL machine showing a pivot arm connecting a rotor unit to the fuselage. It is a top view of an example VTOL machine, and is a figure which shows the cluster of a rotor unit. It is a top view of an example VTOL machine, and is a figure which shows the cluster of a rotor unit. 1 is a top view of an exemplary VTOL machine that uses a non-ducted rotor. FIG. 1 is a top view of an exemplary VTOL machine that uses a non-ducted rotor. FIG. FIG. 5 is a side elevation view of another aircraft using a rotor unit coupled to a rotatable arm.

  The present disclosure relates, in part, to a vertical take-off and landing (VTOL) aircraft with fixed wing flight capability. The VTOL machine may include a thrust generating rotor disposed at both ends of the fuselage and along the longitudinal axis of the fuselage. The rotor may be an electric ducted fan. However, other power sources such as a rotor unit using gas as a power source may be used. Each rotor unit may be coupled to the fuselage via a rotating pedestal or pivot pedestal that allows each rotor unit to generate an oriented thrust by movement of the rotor unit about at least one axis. By moving the rotating unit, the aircraft can transition from hover mode to transition mode and then to forward flight mode and back. The aircraft can take off without using the runway by taking it up to hover mode. While in hover mode, the rotor may generate thrust that is oriented primarily downward with respect to the fuselage. When the aircraft raises altitude after sustained flight in hover mode, the rotor unit transitions to forward flight mode during which the rotor can generate centerline thrust that is oriented mainly in the rear of the fuselage. obtain. The rotor unit may later transition back to hover mode and land the aircraft without the use of the runway.

  The aircraft may be equipped with fixed wings to allow for extended flight with minimal thrust from the rotor. In some embodiments, the aircraft may include a canard wing at the front end of the fuselage and a delta-shaped main wing at the rear end of the fuselage. However, other wing configurations as discussed below may be used. The wings may include auxiliary wings, flaps, flaperons, and any other control surface required to control the aircraft in forward flight. In some embodiments, the rotor may generate side thrust oriented to assist aircraft yaw and roll control.

  According to various embodiments, the VTOL aircraft may employ a flight control computer that controls and sustains flight in each flight mode (hover mode, transition mode, and forward flight mode). The operation of the aircraft provides simple direction commands from the operator control to the flight control computer, while the flight control computer then performs other necessary actions to sustain flight and / or avoid objects in the surrounding environment It can be implemented by executing instructions. Thus, controlling an aircraft from the operator's perspective can be similar to controlling an aircraft in a video game and can be possible with minimal training or aeronautical expertise. In some embodiments, the VTOL aircraft may be an unmanned aerial vehicle (UAV) or a remote pilot.

  The devices, systems, and techniques described herein may be implemented in multiple ways. In the following, example implementations are presented with reference to the accompanying drawings.

  1A and 1B are perspective views of an exemplary vertical take-off and landing (VTOL) aircraft.

  FIG. 1A is an isometric view of an exemplary VTOL machine 100 when the VTOL machine is in hover mode. The aircraft of FIG. 1 has a fuselage 102 having a front end 104, a rear end 106, a top surface 108, and a bottom surface 110. The VTOL machine 100 may include a cockpit 112 disposed in the upper surface 108 of the fuselage 102. The cockpit 112 has a space for at least one operator to sit for manned flight. In some embodiments, the cockpit 112 may include space for one or more passengers and / or other payloads. In some embodiments, the VTOL aircraft 100 may be equipped for unmanned flight. Cockpit 112 may include a lid 114 that provides a weatherproof and relatively quiet environment. The circular lid 114 may be formed from acrylic, plastic, glass, or any other transparent material.

  The VTOL machine 100 includes at least two rotor units 116 including a front rotor unit 116 (1) and a rear rotor unit 116 (2) that generate thrust for propulsion in a push-pull configuration. The rotor unit 116 is disposed along the longitudinal axis 118 of the fuselage 102. The rotor units may be arranged along the same plane or along different planes (for example, one rotor unit is arranged closer to the upper surface 108 of the fuselage 102 than the other rotor units). The rotor unit 116 may be driven by an electric motor or by an engine powered by gas. In some embodiments, a hybrid system may be used to convert liquid fuel to electrical energy to drive a rotor powered by an electric motor and / or power generation powered by fuel. The machine may supply power to the electric motor.

  According to one or more embodiments, the rotor 116 is configured such that the rotor of the front rotor unit 116 (1) pivots clockwise while the rotor of the rear rotor unit 116 (2) pivots counterclockwise. Alternatively, the reverse rotation may be used. The rotor unit 116 may be composed of rotor blades or both rotor blades and rectifying blades (stators). In some embodiments with both rotor blades and rectifying blades, the rotor blades in both the front rotor unit and the rear rotor unit may rotate in the same direction. The rectifying blades may be mounted with a stator that is fixed in place and supports the rotor blades. The rectifying blades may be composed of a plurality of aerodynamic blades configured to nullify vortices imparted on thrust from the rotor blades.

  The push-pull configuration of the rotor unit 116 may allow higher controllability when only one rotor unit generates thrust in the forward flight mode. This is because the rotor unit 116 is disposed both along the longitudinal axis 118 and in a substantially aligned state in the forward flight direction. Thus, if only one rotor unit generates forward thrust, there may be a yaw or roll that is minimally imparted to the VTOL machine 100. The VTOL machine 100 may operate in a push mode where the front rotor unit 116 (1) generates little or no thrust, or in a pull mode where the rear rotor unit 116 (2) generates little or no thrust. The VTOL aircraft can also operate in glide mode where the rotor unit 116 generates little or no thrust.

  In some embodiments, the rotor unit 116 is equipped with a plurality of blades (ducted rotor units) surrounded by a duct. The ducted rotor unit can achieve a high thrust to diameter ratio compared to a single propeller. Also, the ducted rotor unit is very efficient because the duct reduces thrust loss due to the tip vortex. Reduction of the tip vortex increases the efficiency of both rotor units due to reduced drag at the tip of each blade operating in the duct. Furthermore, the reduction of the tip vortex increases the efficiency of the rear rotor unit due to the reduced turbulence from the front rotor unit. This increased efficiency results in increased thrust from the rotor unit during forward flight mode.

  In various embodiments, the rotor may not include a duct (non-ducted rotor). If the VTOL machine is configured with a non-ducted rotor, the fuselage 102 and / or the lid 114 is equipped with vanes to guide laminar airflow directly to the rear rotor unit 116 (2). May be. In some embodiments, a dissipation mechanism is used to divert turbulence away from the aft rotor unit 116 (2), thereby increasing laminar airflow to the aft rotor unit 116 (2), and the aft rotor unit. The efficiency of 116 (2) can be increased.

  In some embodiments, the rotor unit 116 may include a housing, a stator coupled to the inside of the housing, a plurality of blades, and an electric motor coupled to the stator and coupled to the plurality of blades. The housing (in the case of ducted) guides air through the rotor units and increases the efficiency of each rotor unit. The rotor unit 116 may be approximately the same size. However, various sized rotor units may be used to balance the payload of the VTOL aircraft 100 for flight in hover mode.

  Each rotor unit (107) may be mounted in the rotating pedestal 120. A rotating pedestal 120 for the front rotor unit 116 (1) may optionally be coupled to the front end 104 of the fuselage 102 between or in the front wing 122 (such as a canard wing). A rotating pedestal 120 for the rear rotor unit 116 (2) may optionally be mounted on the rear end 106 of the fuselage 102 between or within the rear wings 124. In some embodiments, the rotating pedestal may be a gimbal pedestal or a pivoting pedestal.

  The rotating pedestal 120 may allow at least partial freedom of movement of the rotor unit about the longitudinal axis 118 and the transverse axis 126 of each rotor unit 116. The rotor unit 116 can operate independently of each other based on signals from the control management system. The control management system processes signals from the operator (in-flight operator, remote operator, or both) and a plurality of stability increasing sensors, and sends output signals to each rotor unit 116, as required by each rotor unit. In response, commands to operate around the longitudinal and horizontal axes.

  FIG. 1B shows an exemplary VTOL aircraft 100 in forward flight mode. The rotor unit 116 is moved from a hover mode (shown in FIG. 1A) in which the rotor unit 116 directs thrust substantially perpendicular to the longitudinal axis 118 and the transverse axis 126 via a transition mode. To transition to the forward flight mode shown in FIG. 1B that orients the thrust to substantially coincide with the longitudinal axis 118, it can operate about the transverse axis 126. Motion about a vertical axis that is perpendicular to the longitudinal axis 118 and the transverse axis 126 may produce thrust oriented for yaw control during forward flight. In some embodiments, the rotor unit 116 may also include vanes in the exhaust pipe that may be operable to direct thrust from the rotor unit 116.

  The VTOL machine 100 may comprise a monocoque structure made from carbon fiber, titanium, aluminum, or any other material suitable for aircraft production. In another embodiment, the structure may comprise a semi-monocoque design where the shell and stringer are made from carbon fiber, titanium, aluminum, or any other material suitable for aircraft production. The aircraft skin is a low friction surface that may include a built-in solar cell.

  In some embodiments, the front wing 122 may be a canard wing and the rear wing 124 (the main wing in this configuration) may be a delta wing. However, other wing configurations may be used and are described below with reference to some exemplary aircraft. A front wing 122 coupled to the forward end 104 of the fuselage 102 functions as a lift surface and may provide pitch stability in forward flight mode. The canard wings may have a control wing surface 130 such as an auxiliary wing to allow maneuverability about the longitudinal axis 118 of the VTOL aircraft 100. The aileron, elevator and rudder are operated in the normal manner during forward flight.

  The rear wing 124 is attached to the rear end portion 106 of the fuselage 102 and may be a lift generating airfoil. The trailing wing 124 may be a conventionally shaped airfoil, delta wing, or egg-shaped wing. The rear wing 124 includes the following: an aileron, a flap, a flaperon, and any other maneuver that may allow an operator to control the roll and / or speed of the VTOL aircraft 100 while in forward flight mode. A control wing surface 132 may be equipped, constructed either alone or in combination from any set of wing surfaces. Further, the control surface 132 on the rear wing 124 may be configured to move simultaneously in the same direction, thereby realizing pitch control of the VTOL aircraft 100 during forward flight.

  The VTOL machine 100 may include a ventral fin 134 that extends outward from the lower surface 110 of the fuselage 102 in the vicinity of the rear end 106. The ventral fin 134 may provide directional stability (eg, yaw stability and pitch stability). In some embodiments, the ventral fin 134 houses and / or supports the landing gear and / or control surface and may also function as an energy absorbing device during hard landing. The landing gear may be implemented as a three-wheeled configuration with two rear struts and one front strut that may or may not be retractable after takeoff to reduce drag.

  A fixed or movable part of the fuselage or body surface 136 may enhance the inlet air flow entering the rotor unit during the transition from hover flight to forward flight. This can improve the air flow entering the duct and provide better efficiency with less turbulence and / or drag from inlet edge flow separation.

  FIG. 2 is a schematic diagram illustrating the flight transition of an exemplary VTOL aircraft from hover mode 202 to transition mode 204 and forward flight mode 206.

  The hover mode 202 may be started before takeoff. In the hover mode 202, the rotor unit 116 may be substantially parallel to the ground. Landing device 208 may be deployed. The control management system may make quick microscopic and / or macroscopic adjustments to the thrust level and direction of each rotor unit 116 to assist in the hover mode 202 flight. An operator may command the aircraft to hover mode 202, which may include providing direction data to the control management system. After takeoff to hover mode 202, the operator may instruct the aircraft to remain in hover mode or initiate a transition to forward flight via transition mode 204.

  Transition mode 204 may be a provisional mode used to transition between hover mode 202 and forward flight mode 206. However, the VTOL aircraft 100 may continue the extended flight in the transition mode 204. The transition mode can be largely controlled by a control management system. In transition mode 204, the rotor unit 116 is substantially simultaneously from a position that orients the thrust downwards toward the ground (used in hover mode 202) to a position that orients the thrust backwards to cause forward flight. Can rotate. In transition mode 204, front wing 122 and rear wing 124 may begin to generate some lift, and control wing surfaces 130, 132 may be effective in controlling the pitch and roll of VTOL aircraft 100. . The VTOL aircraft 100 starts the forward flight mode 206 when the airspeed of the VTOL aircraft 100 reaches the threshold airspeed and the wings generate lift. In some embodiments, thrust from one or more of the rotor units 116 may be significantly reduced when the VTOL aircraft 100 begins operation in forward flight mode. This is because the lift generated by the wings can replace the lift generated by the rotor unit 116 during the hover mode 202 and the transition mode 204.

  In forward flight mode 206, the rotor unit 116 may operate with a push-pull capability that generates thrust and propels the aircraft forward. In forward flight mode 206, the rotor unit may generate thrust directed under the control of an operator and / or control management system. Oriented thrust can increase the stability of the aircraft in forward flight mode.

  3A-3D illustrate an exemplary VTOL machine 100 in various modes of operation. FIG. 3A is a side elevational view of an exemplary VTOL aircraft having an extended landing gear. The VTOL aircraft 100 may include a stationary or retractable landing gear 208. The rear landing gear can be coupled to the ventral fin 134. The landing gear may be implemented as a three-wheeled configuration with two rear struts and one front strut that may or may not be retractable after takeoff to reduce drag. However, other configurations of landing gear 208 may be used depending on the type of wing used in VTOL aircraft 100. For example, if the VTOL aircraft 100 is configured with the front wing 122 as the main wing, the landing gear may include two front struts and one rear strut (tail dragging configuration).

  The front wheel 302 can extend and retract from the fuselage 102. The front wheel 302 may include a front strut 304 that provides some shock absorption to the front wheel 302. In some embodiments, the ventral fin 134 can be coupled to the posterior strut or function as a posterior strut.

  3A also illustrates the rotation of the rotor unit 116, thereby allowing a transition from the hover mode 202 to the forward flight mode 206 and vice versa as described above. FIG. 3A also shows a rotor unit configuration in which conventional launch and landing can be achieved by the rotating duct leaving the ground in forward flight mode.

  FIG. 3B is a side elevation view of the exemplary VTOL machine 100 in the hover mode 202. FIG. 3B shows that the front rotor unit 116 (1) is disposed on a lower surface than the rear rotor unit 116 (2). However, the front rotor unit 116 (1) may be disposed on a higher surface or the same surface as the rear rotor unit 116 (2). Turbulence from the front rotor unit 116 (1) may be diverted at least partially away from the rear rotor unit based on the placement of the rotor unit relative to the fuselage while the rotor unit 116 is still located along the longitudinal axis 118. . The diversion of the air flow allows more undisturbed air to reach the rear rotor unit 116 (2), and in some cases increases the efficiency of the rear rotor unit 116 (2).

  As discussed above, the VTOL aircraft 100 may include a cockpit 112 attached to the upper surface 108 of the fuselage 102. The cockpit 112 may include a space for an operator to sit for manned flight. The cockpit 112 may comprise hardware, a controller, a control management system (or portions thereof), and / or other control equipment, navigation equipment, or airplane material. In some embodiments, the VTOL aircraft 100 may be equipped for unmanned flight and thus may or may not include a cockpit 112.

  FIG. 3C is a side elevational view of the exemplary VTOL aircraft 100 shown in FIG. 3B showing the air flow 306 through the rotor unit 116 during vertical flight in hover mode 202. The air flow 306 may create a low pressure volume 308 above the rotor unit 116 and a high pressure volume 310 below the rotor unit 116. The low pressure volume 308 maintains flight by pulling portions of the aircraft toward the low pressure volume 308. The low pressure volume 308 and the high pressure volume 310 cause a pressure difference between the air streams 306. The pressure differential creates the lift needed to keep the aircraft in suspension while the rotor unit 116 moves the air to produce thrust. The higher position of the low pressure volume 308 provides stability to the flight of the VTOL aircraft 100, similar to a hammock end fastener that creates stability to the body supported by the hammock. The low center of mass 312 relative to the rotor unit pressure center 314 provides inherent stability due to the pendulum effect.

  The air flow 306 passing through the rotor unit 116 raises the VTOL machine 100 to the hover. The air flow 306 is determined based in part on the rotational speed of the rotor 116, the pitch of the blades in the rotor unit, and other factors. The rotors 116 may rotate at the same speed when hovering, or they may rotate at different speeds when hovering. The speed of each rotor 116 is determined by the control management system based on the operator input and the sensor input of the stability increasing sensor. The front rotor unit 116 (1) and the rear rotor unit 116 (2) may be the same size or different sizes. The rotor unit 116 generates sufficient lift to maintain the hover inside and outside the ground effect.

  FIG. 3D is a side elevational view of the exemplary VTOL aircraft 100 in forward flight mode 206 showing air flow 316 through the rotor unit 116 during forward flight. If commanded by the operator, the VTOL aircraft 100 may transition from the hover mode 202 to the forward flight mode 206. Airflow 316 includes a boundary airflow with some laminar airflow and some turbulence. Various considerations can be employed to reduce turbulence into the rear rotor unit 116 (2). A vane may be added to the wing and / or fuselage 102 (or other location) to provide laminar airflow to the aft rotor unit 116 (2). The dissipation mechanism may divert turbulence away from the rear rotor unit 116 (2).

  In some embodiments, forward flight may be driven by a single rotor unit, such as forward rotor unit 116 (1), which is turbulent in several areas around VTOL aircraft 100 during forward flight. The desire to reduce the can be negated.

  In forward flight mode 206, the rotor unit 116 generates thrust that is oriented substantially parallel to the flight path. The rotor unit 116 operates within push-pull capability, the rear rotor unit 116 (2) may push the aircraft forward and the front rotor unit 116 (1) may pull the aircraft forward. The forward flight airflow creates a pressure differential between the upper part of the aircraft, the fuselage and wings, and the lower part. The pressure differential creates the lift needed to keep the aircraft floating, while the rotor unit pushes air through to produce thrust for forward movement. In various embodiments, lift may be generated mostly by wings when flying in forward flight mode 206, while lift may be generated mostly or exclusively by the thrust of rotor unit 116 when flying in hover mode 202. .

  FIG. 4 is a top view of the exemplary VTOL machine 100 shown in FIG. 3B and shows the rotor unit 116 in the hover mode 202. The VTOL aircraft 100 is shown having a front wing 122 as a canard wing and a rear wing 124 as a delta wing as a main wing. The rotor unit 116 is aligned with the longitudinal axis 118. In some embodiments, the front wing 122 may include a forward control surface 130 that rotates the entire front wing. However, the front wing 122 may employ conventional auxiliary wings and / or other control wing surfaces, wings, and / or other air orientation features.

  FIG. 5 is a top view of the exemplary VTOL machine shown in FIG. 1A. The VTOL aircraft 100 is shown having a rotor unit 116 in forward flight mode 206. The front control surface 130 shows a configuration having a conventional auxiliary wing.

  FIG. 6A is a top view of the exemplary VTOL machine 100 shown in FIG. 3B, showing the various components and compartments including the control supply and storage compartment. The VTOL machine 100 may include some or all of the features described below, depending on various embodiments.

  The rear wing 124 may be a main wing and may provide a lift surface when flying in the forward flight mode 206. The rear wing 124 may include an auxiliary wing 602 that provides roll control when flying in the forward flight mode 206 and possibly in flight in the transition mode 204. In some embodiments, the rear wing 124 may include a flap or flaperon for speed control and roll control during flight in forward flight mode 206 and possibly during flight in transition mode 204.

  In some embodiments, the rear wing 124 may include a wing tip thruster 604 to provide roll stability when flying in hover mode 202 and possibly in flight in transition mode 204. The tip thruster 604 may include an exhaust pipe connected to the compressed air, which discharges high pressure air downward substantially perpendicular to the trailing wing 124. In some embodiments, the wing tip thruster may be an electrically driven rotor mounted in the rear wing 124 and / or the front wing 122 described in more detail with reference to FIG. In some cases, it may be attached.

  The trailing wing 124 may include a storage compartment 606 for storing compressed air, reserve batteries, hardware, personal items, and / or other payloads. The rear wing 124 may include a hinge 608 that allows the rear wing 124 to be folded when the VTOL machine 100 is retracted. The hinge 608 may allow the outer section of the wing to fold against or toward (or vertically) the inner section of the wing to reduce the width of the trailing wing 124. A folding mechanism 610 may be used to move the wing from the folded position to the flying position (by rotation about hinge 608). The folding mechanism 610 may include a motor to assist in pulling up the outer section of the rear wing 124. The folding mechanism 610 can lock and unlock the rear wing 124. The folding mechanism 610 may send a signal to indicate whether the trailing wing 124 is locked or unlocked and / or is folded or not folded. The hinge 608 and the folding mechanism 610 may be mounted on the front wing 122. For example, when the front wing 122 is a main wing, the hinge 608 and the folding mechanism may be disposed on the front wing 122.

  According to one or more embodiments, the VTOL machine 100 may include one or more stability increase sensors 612 that monitor the position, angle, acceleration, and / or orientation of portions of the VTOL machine. For example, the stability increase sensor 612 may include a gyroscope and / or accelerometer that monitors the pitch, roll, and yaw of the VTOL machine 100 and respective changes over time. The stability increase sensor 612 may provide an input by signal to the control management system 614.

  The control management system 614 determines whether the rotor unit 116 is oriented and driven to maintain flight in the hover mode 202, transition mode 204, and forward flight mode 206, from the stability increase sensor 612. Signals and input from an operator (pilot) via operator control may be processed. For example, the stability increase sensor 612 may detect a sudden inclination of the aircraft due to a gust of wind or other force on the VTOL aircraft 100. In response, stability increase sensor 612 may send a signal to control management system 614. The control management system 614 may be configured to control one of the rotor units 116 to direct thrust to one or more rotor units, such as to disable wind forces, etc., and thus stabilize the flight of the VTOL aircraft 100. Or it may cause multiple repositioning. On the other hand, the control management system 614 can process a command from the operator. The control management system 614 may prioritize the stability increase sensor 612 and control inputs from the operator to maintain stable flight. For example, if the operator provides a command that may impair sustained flight, the control management system 614 may ignore the command and / or before another command is issued (possibly from the stability increase sensor 612). An action may be taken to sustain the flight by executing the command only for a limited duration (in response to the signal).

  The operator sends an input signal to the control management system 614 using the flight control unit. The control management system then receives signals from the flight controller and / or stability increase sensor 612. The control management system 614 prioritizes the input from the stability increase sensor 612 and the input from the operator, and then adjusts the direction / orientation and / or output level of each rotor unit. The control management system 614 may also determine the position of the aileron 602 and / or other control supply for roll control during flight in forward flight mode 206 and possibly in flight in transition mode 204. Good. However, in some embodiments, the aileron 602 and / or other control supply may be mechanically controlled, such as by use of cables and levers, and thus by bypass use of the control management system 614. When flying in hover mode 202, control management system 614 may send a signal to wing tip thruster 604 to prepare thrust oriented to cause or counter roll control.

  The rotor 116 may be driven by an electric motor 616 located at the hub of each rotor 116. The electric motor 616 may be a brushless magnet motor. Electric motor 616 can be driven using one or more batteries in battery set 618. The battery set 618 may be mounted using one or more batteries arranged at one or more positions in the VTOL machine 100. Battery placement may include consideration of payload distribution such that the center of mass is substantially near the midpoint between the rotor units. Thus, the battery may be placed at other locations throughout the VTOL machine to distribute the weight of the battery. Battery 118 may be in fluid communication with cooling duct 620, which may allow ambient air and / or fluid to pass through battery 118 to reduce the heat generated by battery 118. A wiring grid 622 may connect to the battery set 618, the control management system 614, and the power management system 624.

  The power management system 624 may determine, monitor, and manage the remaining battery level of the battery set 618. The power management system 624 may communicate battery power and / or other information to the control management system 614, which in turn how to control the VTOL machine (eg, determining thrust direction and amount, This information may be used when deciding to send warning messages to the operator, trigger and / or prevent flight modes, etc. For example, if the power management system 624 indicates that the battery level is exhausted or nears exhausted (e.g., exceeds a threshold amount), the control management system 614 may advance the forward flight mode 206. A signal may be provided to the operator to land the VTOL aircraft using the runway while continuing to fly. This is because battery set 618 may not be able to drive rotor unit 116 to achieve sustained flight in hover mode 202.

  In some embodiments, the power management system 624 allows the operator to have one rotor in pull mode (eg, using the front rotor unit 116 (1)) or push mode (eg, using the rear rotor unit 116 (2)). It may be a design that can select a power saving mode that supplies all the thrust to the aircraft.

  FIG. 6B is a top view of the exemplary VTOL machine 100 shown in FIG. 6A, showing various components for providing backup and / or emergency power. Various components may be selectively provided and / or used to power electric motor 616 and / or charge battery set 618.

  According to some embodiments, the VTOL machine 100 may be equipped with a solar cell 626 that is in communication with the power management system 624 via the wiring grid 622. The solar cell 626 allows the battery set 618 to be charged while the VTOL aircraft is in flight and / or while the VTOL aircraft 100 is not in flight (eg, stored in the sun). obtain. Solar cell 626 may be mounted on the main wing (eg, rear wing 124 in FIG. 6B). However, the solar cell 626 may be mounted on any surface of the VTOL machine 100, or the solar cell (709) may be integrated into at least a portion of the skin of the VTOL machine 100.

  In various embodiments, the VTOL machine may include a drag alternator 628 that deploys a fan, blade, or wing. A fan, blade, or wing can cause motion, which in turn can generate a current in the drag alternator. Drag alternating current generator 628 may be in communication with battery 118 and power management system 624 via wiring grid 622. The current generated by drag alternator 628 can be used to charge battery set 618. A drag alternator fan, blade, or wing may be housed in the aircraft skin to nullify the drag when not in use. Based on signals from the operator, power management system 624, and / or control management system 614, the fan, blade, or wing deploys to generate a current that can be converted to DC power to charge the battery set 618. Can be done. Use of drag alternators can be used in emergency situations where VTOL aircraft can deploy drag alternator 628 during gliding flight, or additional drag from fans, blades, or wings can cause VTOL aircraft 100 to fly. It may be secured in other situations that do not interfere.

  FIG. 7 is a perspective view of a VTOL unmanned aerial vehicle (UAV) 700. The VTOL UAV 700 may include a concave fuselage 702 disposed between one or more wings. In some embodiments, the VTOL UAV 700 includes a single wing 704 (such as an egg-shaped wing surrounding the concave fuselage 702) and one or more stability to reduce aerodynamic skid and increase directional stability in forward flight. A plate 706 may be provided. However, the VTOL UAV 700 may differ from the VTOL aircraft 100 only in that the VTOL UAV 700 does not include a cockpit and operator control that are located in the aircraft. The VTOL UAV 700 may include a control management system that may or may not receive input from an operator located remotely from the VTOL UAV 700. The VTOL UAV 700 may comprise a monocoque structure made from carbon fiber, titanium, aluminum, or any other material suitable for aircraft frames. In some embodiments, the structure may comprise a semi-monocoque design where the shell and stringer are made from carbon fiber, titanium, aluminum, or any other material suitable for an aircraft frame. The skin is a low friction surface that can comprise a built-in solar cell, as discussed above.

  FIG. 8 is a top view of the exemplary VTOL UAV 700 shown in FIG. 7, showing the various components and compartments, including the location of the battery and storage compartment. The VTOL UAV 700 includes a rotor unit 116 that generates thrust for propulsion in a push-pull configuration. The rotor unit 116 and / or other components may be configured similarly to those discussed above with reference to the VTOL machine 100. For example, the VTOL UAV 700 includes a wing tip thruster 604, a stability increase sensor 612, a control management system 614, an electric motor 616, a battery set 618, a cooling duct 620, a wiring grid 622, a power management system 624, a solar cell 626, and / or drag. One or more of the alternators 628 may be provided.

  In some embodiments, the VTOL UAV 700 may include a reconnaissance and / or operational component 802, such as multiple cameras. For example, a camera may be placed at the bottom of the fuselage to be able to see objects and landscapes below the VTOL UAV 700. Another camera (or the same camera) may be able to see objects and landscapes etc. in front of and / or behind the aircraft. Other cameras and / or reconnaissance components (eg, radios, temperature sensors, etc.) may be employed by the VTOL UAV 700. The reconnaissance and / or operational component 802 transmits signals to an operator or other human or device located remotely from the VTOL UAV 700 by transmitting data using radio, optical equipment, or other transmission technology. Also good.

  FIG. 9A is a front elevation view of the exemplary VTOL machine 100 shown in FIG. 3B, and a forward rotor configured to generate thrust in the direction of a vertical axis 128 that bisects the fuselage 102 in the symmetric half. 116 (1). The thrust from the front rotor unit 116 (1) is directed substantially parallel to the vertical axis 128.

FIG. 9B is a front elevation view of the exemplary VTOL aircraft 100 shown in FIG. 9A with an angle α ₁ between the forward rotor unit thrust axis 902 and the vertical axis 128 that bisects the aircraft in the symmetric half. The front rotor 116 (1) is shown configured to generate thrust in the direction it has. The rotor unit thrust shaft 902 is parallel to the direction of thrust generated by the front rotor unit 116 (1). Aft rotor 116 (2) may be configured to generate a thrust in a direction having an angle alpha ₂ between the rear rotor unit thrust axis 904 and vertical axis 128. As discussed above, the control management system 614 provides the rotor unit with a rotating pedestal 120 to achieve a stabilized flight in response to signals from the stability enhancement sensor 612 and / or input from the operator. Can cause an action to occur. Accordingly, the rotor unit 116 can operate independently of each other and under the control of the control management system 614 to maintain the flight of the VTOL aircraft 100. The degree of freedom of motion of the rotor unit described herein helps to maintain a stable flight in the hover mode 202.

  FIG. 9C shows the rotor unit rotated more than 90 degrees in the negative direction to quickly decelerate the aircraft before landing. In this configuration, the thrust generated from the rotor unit is oriented in the direction of flight, thereby decelerating the forward airspeed of the aircraft.

  FIG. 10 is a partial top view of the exemplary VTOL machine 100 shown in FIG. 1A with thrust oriented in a direction between angles β between the front rotor unit thrust axis 1002 and the longitudinal axis 118 of the fuselage 102. A front rotor 116 (1) configured to generate is shown. As discussed above, the control management system 614 applies the rotating pedestal 120 to the rotor unit to generate directed thrust in response to signals from the stability increase sensor 612 and / or input from the operator. Action can occur through Accordingly, the rotor unit 116 can operate independently of each other and under the control of the control management system 614 to maintain the flight of the VTOL aircraft 100. The degree of freedom of movement of the rotor unit described herein allows laterally oriented thrust during flight in forward flight mode 206 and possibly in flight in transition mode 204.

  FIGS. 11A-11C are isometric views of an example rotating assembly 1100 with a rotor unit movably coupled to the fuselage 102 of the example VTOL machine 100.

  FIG. 11A shows an exemplary rotating assembly 1100 with an electric motor 1104 comprising a rotor 1102 disposed in the center of the rotor unit 1102. The rotor 1102 is mounted within a rotating pedestal 1106, which allows rotation about its transverse and longitudinal axes. The rotating pedestal 1106 may include an inner frame 1110 coupled to a beam 1108 (eg, a stator) that supports the rotor 1102 and the electric motor 1104. The dotted line indicates the rotor unit in the transition mode 204.

  FIG. 11B shows an exemplary rotating assembly 1100 in which the outer frame 1112 supports the inner frame 1110. Outer frame 1112 and inner frame 1110 are rotatable relative to each other about a longitudinal axis and a transverse axis as shown in FIG. 11C. The fuselage 102 of the VTOL machine 100 may form the outer frame 1112, or the outer frame 1112 may be coupled to the fuselage 102. In some embodiments, the rotating pedestal may be a gimbal pedestal and / or a pivoting pedestal.

  12A-12C are isometric views of an exemplary mechanism 1200 for causing movement of the rotor 1102 via the rotating assembly 1100 according to FIGS. 9B and 10.

  FIG. 12A shows a first drive assembly 1202 comprising a first motor 1204 and a gear 1206 that causes operation of the rotor unit 1102. The first drive assembly 1202 may be under the control of the control management system 614, which causes a transition of the rotor 1102 about the first axis (eg, the transition shown in FIGS. 9B and 10). Therefore, the first motor 1204 can be selectively driven in either direction. The first drive assembly 1202 may include an inner frame 1110 described with reference to the rotating assembly 1100.

  The second drive assembly 1208 may include a second motor 1210 and a pulley 1212 that causes movement of the rotor 1102 for tilt control along the axis. The second drive assembly 1208 may be under the control of the control management system 614, which will eventually cause a transition of the rotor unit 1102 about the second axis (eg, the transition shown in FIG. 3A). The second motor 1210 can be selectively driven in this direction. The second drive assembly 1208 may comprise an inner frame 1110 described with reference to the rotating assembly 1100. FIG. 12 b shows a configuration that includes multiple examples of a mechanism 1200, such as a first mechanism 1214 and a second mechanism 1216. FIG. 12C shows an exemplary mechanism 1200 within the fuselage 102 of the VTOL machine 100.

  FIG. 13A is a partially cut away isometric view of an exemplary rotor unit 1300. Rotor unit 1300 (also referred to herein as a rotor and / or rotor unit 116) includes rotor blades 1302, a stator 1304, and an electric motor 1306. In some embodiments, the rotor unit 1300 may include a duct 1308, which may be a housing that directs airflow through and out of the rotor unit 1300. The rotor blades 1302 may be rotated by an electric motor 1306 and draw air through the rotor unit to generate thrust. As air flows through the rotor unit blades 1302, rotation is imparted to the air in the duct 1308. Stator 1304 couples rotor unit blades 1302 and electric motor 1306 to duct 1308 (which also functions as a housing).

  Guide vanes may be radially disposed within each duct and actuated to direct thrust.

  In some embodiments, the stator 1304 may include curved blades that provide structural support and function as rectifying vanes. The rectifying blade includes a blade whose pitch is set in a direction opposite to that of the blade of the rotor unit blade 1302. The opposite direction of the pitched blades of the rectifying blades reduces the rotation imparted to the air by the rotor unit blades 1302, thereby substantially lower turbulence than without the use of the rectifying blades. As a result. However, the second blade 1302 (2) can be rotated and can be a separate part from the stator 1304. In some embodiments, the rotor unit 1300 may be a non-ducted rotor unit and may not include the duct 1308.

  FIG. 13B is a side elevation view of an exemplary rotor unit 1300. The electric motor 1306 can be housed between the front cone 1310 and the rear cone 1316 located on the side of the rotor unit that uses up the thrust of the air. The front cone 1310 and the rear cone 1316 are aerodynamic features that reduce drag caused by the rotor unit 1300 when the VTOL aircraft 100 is flying. The front and rear cones may be vented to improve motor cooling.

  FIG. 14 is a side elevation view of an exemplary multi-blade rotor unit 1400. The multi-blade rotor unit 1400 includes a front rotor blade 1302 (1) and a rear rotor blade 1302 (2), a front stator 1304 (1) and a rear stator 1304 (2), a front motor 1306 (1) and a rear motor 1306 ( 2). In some embodiments, the front motor 1306 (1) and the rear motor 1306 (2) may cause each rotor unit blade to rotate in the opposite direction. While the front stator 1304 (1) may be provided with straight blades, the rear stator 1304 (2) may be straightening blades, which are curved opposite to the blade curves of the rotor unit blades 1302 (2). A blade may be provided. If more than one rotor blade is located in each duct, the rotor may rotate in the opposite direction to nullify the vortex effect to improve efficiency.

  15A and 15B are partially cut away isometric views of the exemplary rotor unit shown in FIG. 13, showing a thrust directing device. FIG. 15A shows a rotor unit 1300 having a rotating inner duct 1502 rotatably coupled to the inner duct. FIG. 15B shows a rotor unit 1300 having rotating blades 1504 rotatably coupled to the inner duct. The rotating inner ring 1502 and the rotating blade 1504 can implement yaw control and roll control during VTOL and level flight in forward flight mode 206 and transition mode 204, and yaw control and roll control during flight in hover mode 202. Can be realized. During flight in forward flight mode 206, an aileron (or other control surface) may control yaw and roll.

  FIG. 16 is a top view of an exemplary VTOL machine 100 with a wing tip rotor 1602. Wing tip rotor 1602 may provide roll stability when flying in hover mode 202 and possibly in flight in transition mode 204. Blade tip rotor 1602 may be disposed near the tip of the main wing. However, the tip rotor 1602 may be disposed at other locations to direct thrust outwardly and / or downward from the tip of the blade tip.

  Blade tip rotor 1602 may be a smaller size rotor than main rotor 116 described above. The tip rotor 1602 may also be thinner than the main rotor 116 so that the profile of the tip rotor does not substantially protrude above the upper surface of the blade or below the lower surface of the blade. In some embodiments, the tip rotor may not include the rotating pedestal 120 and therefore may not be able to move to orient the thrust in various directions. However, the wing tip rotor 1602 may be configured to include directional mechanisms such as the rotating pedestal 120, the rotating inner duct 1502, and / or the rotating blades 1504.

  In hover mode, the thrust from the main rotor unit 116 is directed downward to allow the VTOL aircraft 100 to hover both inside and outside the ground effect. The control management system 614 may vary the rotational speed in the hover mode 202 to maintain a horizontal balanced hover. The control management system 614 may also maintain a stable hover by sending a signal to the rotor unit 116 to instruct the rotor unit 116 to operate slightly about the longitudinal and lateral axes, or The VTOL machine 100 may be moved forward, backward, or sideways. Blade tip rotor 1602 may be controlled by control management system 614 and may assist main rotor unit 116 in lift and in hover stability.

  Wing tip rotor 1602 may generate thrust perpendicular to VTOL machine 100 at time intervals that vary as necessary to maintain a stable hover. The power output of the tip rotor 1602 may be determined by the control management system 614. In some embodiments, the wing tip rotor may include a cover that may be placed over the wing tip rotor 1602 when flying in forward flight mode 206 to reduce drag caused by the wing tip rotor 1602. The blade tip rotor 1602 may have covers on the upper and lower sides of the blade that open below a certain airspeed. The cover may be located substantially flush with the aircraft skin to reduce drag during flight in forward flight mode 206 and transition mode 204.

  FIGS. 17-25B show various configurations of a VTOL machine that uses a rotor unit 116 configured substantially as described above. The VTOL aircraft shown and described below may be implemented with an in-flight operator (pilot) and / or in a UAV configuration with or without a cockpit.

  FIG. 17 is a top view of an exemplary VTOL machine 1700 having a shortened fuselage and various sized rotor units selected to balance the payload of the VTOL machine. If the expected payload center of mass of the VTOL aircraft 1700 is located closer to the rear end 106, the rear rotor unit 116 (2) allows for stable flight in the hover mode 202. Therefore, the rotor unit may be larger or more powerful than the front rotor unit 116 (1). Larger rotor units can produce greater thrust at the same rotational speed per minute. The VTOL machine 1700 may have a stronger push thrust from the rear rotor unit 116 (2) when the rear rotor unit is a larger rotor unit.

  The VTOL machine 1700 may comprise a fuselage 1702 that is shortened compared to the fuselage 102 shown in the VTOL machine 100 shown in FIG. The shortened fuselage 1702 may allow increased dissipation of air flow from the front rotor unit 116 (1), resulting in increased efficiency of the rear rotor unit 116 (2).

  FIG. 18 is a top view of an exemplary VTOL machine 1800 having a conventional wing configuration. The VTOL aircraft 1800 includes two lift generating surfaces, a front wing 1802 and a rear wing 1804. The front wing 1802 generates most of the lift of the aircraft. The front wing 1802 has an auxiliary wing 1806 that allows the operator to maneuver the aircraft about the longitudinal axis. The trailing wing 1804 functions as a lift surface and provides pitch stability. The rear wing 1804 has an elevator 1808 that allows the operator to maneuver the aircraft about the horizontal axis to adjust up and down.

  The VTOL machine 1800 has two rotor units mounted in a rotating pedestal along the longitudinal axis of the fuselage 1810. In this embodiment, the front rotor unit 116 (1) has a larger diameter than the rear rotor unit 116 (2). Larger rotor units can produce greater thrust at the same rotational speed per minute. The configuration shown in FIG. 18 can result in a stronger pull thrust from the front rotor unit 116 (1).

  The VTOL machine 1800 may comprise a shortened fuselage 1810 as compared to the fuselage 102 shown in the VTOL machine 100 shown in FIG. The shortened fuselage 1810 may allow increased dissipation of air flow from the front rotor unit 116 (1), resulting in increased efficiency of the rear rotor unit 116 (2).

  FIG. 19 is a top view of an exemplary VTOL machine 1900 in which the front rotor is disposed between the rear rotor and the cockpit. The cockpit 112 may be disposed in front of the front rotor unit 116 (1) when provided. In some embodiments, the cockpit 112 may be located behind the rear rotor unit 116 (2), which may be another alternative configuration.

  FIG. 20 is a top view of an exemplary multi-occupant VTOL machine 2000. The multi-occupant VTOL aircraft 2000 can effectively include two fuselages 2002 having a front end and a rear end, two main wings, and two rotor units 116. The fuselage 2002 may be configured substantially parallel to each other and may be large enough to accommodate a passenger or other payload. The two fuselages 2002 may be coupled by aerodynamic struts 2004 at substantially the center of mass of the aircraft and between the front and rear rotor units.

  21A and 21B are side elevation views of another exemplary multi-occupant VTOL aircraft 2100. FIG. 21A shows a multi-occupant VTOL aircraft 2100 in the hover mode 202. FIG. 21B shows a multi-occupant VTOL aircraft 2100 in forward flight mode 206. The multi-occupant VTOL aircraft 2100 may include a single fuselage 2102 that may be used to transport passengers or payloads. The VTOL aircraft 2100 may use an engine 2104 powered by gas for generating thrust, such as a turbopropeller powered by gas, a jet turbine, and / or other non-power generation plant.

  22A and 22B are top views of an exemplary VTOL machine 2200 with an operator 2202 straddling the torso 2204. FIG. FIG. 22A shows a VTOL aircraft 2200 in flight in hover mode 202. The VTOL machine 2200 may include two wings 2206, a rotor unit 116, and a front glass 2208. The fuselage 2204 can be shaped to accommodate an operator located above the fuselage, similar to an operator straddling a frame when sitting on a motorcycle. Wings 2206 may generate lift when VTOL aircraft 2200 is flying in forward flight mode 206. FIG. 22B shows the VTOL aircraft 2200 during flight in forward flight mode 206.

  The front glass 2208 may protect the operator from wind, debris, or any other object in the air. The front glass 2208 may be large enough to protect the operator's torso and head. In some embodiments, the windshield 2208 may shield the entire body of the operator. The front glass 2208 may be made from acrylic, plastic, glass, or any other transparent material. The front glass 2208 may be formed of a scattering prevention material.

  Referring to FIG. 22B, the operator 2202 can control the VTOL machine 2200 from a seating position near the center of the fuselage 2204. The torso 2204 may include a seat 2214 and a footrest 2216 for the operator. The operator 2202 can issue control commands to the VTOL machine 2200 from the handlebar 2218, similar to a motorcycle handlebar. The handle bar 2218 may include a throttle, so that the operator 2202 can change the power output of the rotor unit 116. In some embodiments, the operator 2202 uses a lever (eg, joystick), a steered wheel, or any other device capable of transmitting the operator's desired VTOL machine 2200 output and direction. A control command may be issued. The mechanical movement of the handlebar 2218 can be communicated to an electronic signal by the control management system 614. The control management system 614 processes signals from the operator and the plurality of stability increase sensors 612 and sends output signals to each rotor unit 116 to move from the hover mode 202 (FIG. 22A) to the forward flight mode 206 (FIG. 22B). The rotor unit can be commanded to operate independently about the longitudinal and transverse axes as needed to transition to. The control management system 614 can also receive an input signal from the throttle. The speed of each rotor unit 116 may be determined by operator input via the throttle and stability increase sensor 612 input mixed in the computer management system 614. The rotor unit 116 may generate sufficient lift to maintain hover inside and outside the ground effect.

  22C and 22D are side elevation views of an exemplary VTOL machine. FIG. 22C shows the air flow 2210 passing through the rotor unit 116 when flying in the hover mode 202. FIG. 22D shows the air flow 2212 over the VTOL aircraft 2200 as it passes through the rotor unit 116 and in flight in forward flight mode 206. In some embodiments, during forward flight, the wake from the front rotor unit orients the majority of the wake behind the front rotor unit above the upper surface to create a lower pressure area relative to the lower surface. Can achieve enhanced climbing ability.

  23A and 23B are side elevation views of an exemplary VTOL machine 2300 showing a mounting arm 2302 that couples the rotor unit 116 to the fuselage 2304.

  The rotor unit 116 may be movably coupled to the fuselage 2304 via a mounting arm 2302 that includes a rotating pedestal 120 and a mounting arm 2302. The rotating pedestal 120 may allow a degree of freedom of movement about the longitudinal axis of each rotor unit, while the mounting arm 2302 moves forward from the hover mode 202 as shown in FIG. 23A as shown in FIG. 23B. The transition to the flight mode 206 is realized. In some embodiments, the attachment arm 2302 can move thrust and wake away at least partially from the fuselage 2304. For example, the air received by the rear rotor unit 116 (2) cannot flow directly from the front rotor unit 116 (1). This is because the rotor unit 116 can be arranged on various surfaces by using the mounting arm 2302. In some embodiments, the mounting arm 2302 may be “L” shaped or have other configurations with structural supports or wings.

  24A and 24B are top views of an exemplary VTOL machine 2400 showing a cluster of rotor units. The VTOL machine may comprise one or more clusters 2402 of rotor units. In some embodiments, the cluster 2402 may comprise a rotor unit aligned along the longitudinal axis of the fuselage. This configuration can result in displacement of the rotor unit in forward flight mode 206, which means that the rotor unit moves up or down the fuselage after rotation, thereby receiving a cleaner intake. cause. However, other configurations of the cluster 2402 may be used. Cluster 2402 may be used for a rear rotor unit as shown in FIG. 24A, for a front rotor unit as shown in FIG. 24B, or in both a front rotor unit and a rear rotor unit. The rotor units selected to be included in the cluster 2402 may be selected to balance the output based on the position of the center of mass of the VTOL machine 2400.

  FIGS. 25A and 25B are top views of an exemplary VTOL machine 2500 that uses a non-ducted rotor 2502. The non-ducted rotor 2502 may be similar or identical to a conventional propeller blade. In some examples, the blades of the non-ducted rotor 2502 can be feathered or otherwise adjusted to change the angle of the blade relative to the drive shaft.

  FIG. 26 is a side elevation view of another aircraft 2600 that uses a rotor unit coupled to a rotatable arm 2602. The rotor unit 116 may be movably coupled to the fuselage 2604 via a rotatable arm 2602 having a pivot position 2606. The rotatable arm 2602 may allow a transition from the hover mode 202 to the forward flight mode 206 by rotation of the rotatable arm 2602. In some embodiments, the rotatable arm 2602 may move the thrust and wake away at least partially from the fuselage 2604.

  While the subject matter has been described in language specific to structural features and / or methodological acts, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described. I want to be. Rather, the specific features and acts are disclosed as exemplary forms of implementing the claims.

Claims (10)

A vertical take-off and landing (VTOL) aircraft,
A fuselage having a front end, a rear end, an upper surface, and a lower surface;
A canard wing coupled to the front end of the fuselage;
A main wing coupled to a rear end of the fuselage;
At least one vertical stabilizer coupled to the fuselage;
A front rotor unit disposed at a front end of the fuselage and along a longitudinal axis of the fuselage;
A rear rotor unit disposed at the rear end of the fuselage and along the longitudinal axis of the fuselage, wherein the front rotor unit and the rear rotor unit are respectively
A ducted housing comprising a stator,
At least one rotor blade comprising a plurality of pitch-set blades, and an electric motor coupled to the stator, the electric motor for rotating the at least one rotor blade to generate thrust, A rear rotor unit;
A rotation support for coupling each ducted housing to the body, the rotation support enabling rotation of each rotor unit along at least one axis;
A VTOL machine comprising: a battery set for supplying electric power to each electric motor.   The rotating support is configured to orient each rotor unit such that thrust from the rotor unit is oriented substantially perpendicular to the longitudinal axis, and the thrust from the rotor unit is The VTOL aircraft according to claim 1, wherein lift for assisting the VTOL aircraft in hover flight is generated.   The rotating support is configured to orient each rotor unit such that thrust from the rotor unit is oriented substantially parallel to the longitudinal axis, and the thrust from the rotor unit is 3. The VTOL aircraft of claim 2, causing the propulsion of the VTOL aircraft in forward flight, wherein the main wing generates upward lift during the forward flight.   The rotation support body achieves lateral orientation of thrust of the rotor unit to enable roll control and yaw control during hovering and yaw control during forward flight. 3. The VTOL machine according to 3. 2. The VTOL machine according to claim 1, wherein the height of the pressure center of the rotor unit is located above the mass center of the VTOL machine during hovering to provide stability due to a pendulum effect. 3.   The main wing generates upward lift to assist flight while the VTOL aircraft is moving forward, and the canard wing is a control wing that allows operator control during the forward flight The VTOL machine according to claim 1, further comprising a surface. A plurality of stability increase sensors disposed on the VTOL machine, wherein the plurality of stability increase sensors for generating signals including operation information and orientation information when the VTOL machine is operating;
A control management system for receiving the signals from at least the plurality of stability increasing sensors, wherein the front rotor unit and the rear rotor unit are oriented and driven based at least in part on an input from the stability increasing sensor. The VTOL machine according to claim 1, further comprising: a control management system for issuing a command for performing the operation.   The VTOL machine according to claim 1, further comprising a power management system for monitoring a power capacity of the battery set. The main wing is
A fixed wing section coupled to the rear end of the fuselage;
A foldable wing section rotatably coupled to the fixed wing section;
A folding mechanism disposed between the fixed wing section and the folding wing section to transition the foldable wing section from a folded state to a stretched state that generates lift during forward flight. The VTOL machine according to claim 1, wherein:   2. The VTOL aircraft according to claim 1, further comprising a cockpit including an operator control unit configured to adjust an output and an orientation of the front rotor unit and the rear rotor unit when operated by an operator.